Improvement in propeller canal-boats



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' ceive it.

UNITED STATES PATENT OFFICE.

GEORGE IV. SVARTZ, OF BUFFALO, NEFF YORK.

IMPROVEMENT IN PROPELLER CANAL-BOATS.

Specification forming part of Letters Patent No. 17,592, dated June 16, 1857.

To all whom, t may concer/1,:

Be it known that I, GEORGE W. SwAaTz,

of the city of Buffalo, in the county of lErie and State of New York, have invented certain new and useful Improvements in the Construction of Propeller Canal-Boats; and I do hereby declare that the following is at ull and exact description thereof, reference being had to the accompanying drawings and the letters of reference marked thereon.

My invention relates to boats constructed in part of metal plates; and it consists in so forming the Yrecesses in the plates that they may protect the propeller and give direction to the current of water.

To enable others skilled in the art to make and use my invention7 I will proceed to describe its construction and operation.

I construct the lower half of the stern of the hull of a canal-boat of boiler-iron. This is made a separate and distinct thing from the wood lpart of the boat and is a'mere shell or hull. Of this part of the boat I make it in a machine-shop by any of the approved methods of working boiler-iron and according to any approved model of boatbuilding. Two openings are made through it, which are closed by an oval cap on the inside for the purpose of forming a recess for the propelling- Wheels and a conduit for the wat-er moved by the wheels, as hereinafter more fully set forth. The engine, boiler, and propelling machinery may be fitted to their respective places in this part of the boat before it is taken from the machine-shop.

I construct this iron stern-section as a'separate and distinct part from the main structure of the boat for the several purposes of making a boat well and better adapted to propulsion by steam without injury to the canals than has heretofore been done and for economy, cheapness, and utility in the plan of construction and for convenience and safety in placing the boiler and engine therein and connecting the propelling machinery thereto. "When this part is completed, it may be taken to the boat-yard and connected to the wood structure of the boat which is prepared to re- Another great advantage gained by this plan of construction is that boats already in use may have the lower part of their sterns removed and at a comparatively small expense adapted to thisimprovement. New boats will be constructed with reference to this improvement, and thus all the boats now in use, as well as new boats hereafter to be built, may be constructed with reference to this improvement, and thusl cheaply, conveniently, and safely adapted to steam propulsion.

The following further explanation will give a clear understanding of the nature, construction, and operation of my improvements.

Figure I is a plan of the iron stern-section, showing also its combination with the wood part of the boat and the location of the engine,x boiler, andpropelling machinery therein. Fig. II is a plan of the said iron stern-section and yits connection with the wood part of the boat, shown bottom upward. Fig. III is a transverse section of the wheel-guard. Fig. IV is a transverse section cut through the portion ot the hull marked K in Fig. II and the oval cap A, Fig. I, and which Jforms a recess for the propelling-wheels and a channel for the water. Fig. V s a longitudinal elevation of the wood part of the hull as prepared to re ceive the iron stern-section. Fig. VI is aside elevation of the iron stern-section ready to be `connected with the wood part represented in Fig. V. The two parts are brought together, the iron overlapping the wood on the outside and the wood overlapping on the inside, and then bolted, riveted, or otherwise fastened together. Fig. VII is an iron bow-section for the reception ot' an additional propellingwheel which is designed to be connected with the wood part of the boat near the bow at the proper point to catch the deep water ot' the swell. This is also made of boiler-iron and may be connected to the wood part of the boat in a similar manner to the iron stern-section l already described. FigVIII is a bow-section of additional propelling-wheel cut transversely. Fig. IX is a longitudinal elevation of the stern, showing the connection of the iron stern-section to the wood. Fig. X is an end elevation of the stern, (wood and iron combined,) showing also the propelling-wheels and wheel-guards and the mouth of therecess or water-channel.

In Fig. I, A represents an oblong oval cap made of plates of boiler-iron and riveted to gether. This oval cap is made separate from the iron stern-section, but is fitted and connected to it, so as to cover the openings made through the iron stern-section. Italso forms a recess for the propelling-wheels and a channel for the water moved by them. h are plates of boiler-iron riveted together and forming the iron stern-section; c, carlings which support the deck; and d, case or sheath in which the guard-arm works. This case is made separate from the iron stern-section and fastened thereto and prevents the water coming into the boat through the openings made for the arms. E is the shaft of propelling-wheel; E e, shaft of additional wheel connectedY to E by the cranks, as seen at r t; F, engine; G,.boiler; H, wood part as connected and fastened to the iron; t', flange on oval cap A, by which it Y is riveted to the iron stern-section. A similar flange is turned on the opposite edge of -the cap and riveted, thereby making its connection with the iron stern-section complete. In Fig. II, J is the rear opening through the iron stern-section, and which with the Aoval cap gives the water from the wheels a direction inward and upward; J2, forward openings through the iron stern-section. Both vof these openings are covered by the oval cap A, and with it form a recess for the propelling- "wheels and a conduit for the water. K is a portion of the iron stern-section left between the openings J and J2, and which with the oval cap forms awater-channel in rear of the propelling-wheels. This should be made of thicker and heavier iron than the other parts. Zare rivets which pass through the flange of the oval cap and connect the same to the iron4 stern-section; m, end of the fenders of the wheel-guard, which may be connected to the iron stern-section by hinges.

In Fig. III, N is a transverse section of wheel-guard; O, hanger which is fastened to the wheel-guard N and is also suspended on the propelling-shaft E. The shaft passes through this hanger and turns freely therein. l P is an arm of wheel-guard, which passes through the iron stern-section at r and works in the water-tight case d; r, portion of the ironstern-section through which the arms s pass.

In Fig. IV, K is a transverse section of the iron stern-section cut through the part K, Fig. II; A, transverse section of oval cap A; S, rivets which pass through the Iiange t' of the oval cap A and the iron stern-section and hold the same together; T, water-channel or conduit formed by the part of iron stern-section marked K and the oval cap A.

In Fig. V, U is outside planking; V, stanchions; W, rudder; C,carlings; Z, dottedlines,

showing the location and connection of theA bow-section to the wood part of the boat; Z2, fenders of bow-section to protect additional wheel B h; Z3, outer portion of bow-section, which also forms a guard for the wheel B Z). The dotted line Z3, Fig. VIII, represents the same part cut transversely. E e, dotted line, represents the shaft of additional wheel B l). This shaft may also be connected with the shaft E and revolved by the salne power.

In Fig. VI, J is the opening' or mouth of water-channel T in rear of wheels; J2, opening or recess in front of wheels; N, adjustable guard for the main propelling-wheels; X, fenders. These are strongbars of iron and are connected to the adjustable guard at X, and also jointed to the iron stern-section at m. E is the shaft of propelling-wheels; K, portion of the iron stern-section left full between the openings J J2.

In Fig. VII, Z is the outline of the bow-section; Z', line of recess made by said section; Z2, fenders; Z3, outer portion of the bow-section in the form of a hull, which also operates as a guard for the wheel.

In Fig. VIII, c1, d Z3 represent bow-section cut transversely through the guard z3, Fig. VII 5 B Z9, additional wheel, which I also call the bow-wheel.

In Fig. IX, U is outside planking. This planking lans onto the iron, so as to be bolted or riveted to the iron. Ens is a universal joint on shaft E; V, stanchions. These also lap onto the iron on the inside, so as to be made fast thereto by means of bolts, rivets, &c. Z) b Z2 are plates of boiler-iron riveted together and forming the iron stern-section; J rear opening in the iron stern-section; J2, forward opening in the same; K, portion of the iron stern-section between the openings; N, wheel-guard; X, fenders, connected to the wheel-guard at 0c and the iron stern-section at m; E, wheelshaft; e f, connection of cranks of shafts E and E e; h, bolts passing through the stanchions V and the iron stern-section; g, rivets fastening the plates b together.

In Fig. X, R represents propeller-wheels; so, screw, which is connected to the crank M by the universal joint E n and by means of which the wheel israised and lowered; L, nut in which screw sc works and which also forms a hanger or journal for the end of the shaft E; D, socket connecting with a swivelhead on the end of the screw Sc, and making a connection to K; M, crank which is operated by the steersman to raise and lower the propelling-wheels; N, wheel-guard in position when lowered to its lowest point. The guard and Wheel are raised and lowered together, and in this position the wings of the wheel drop below the hull. y

The wheel on the left is drawn up to its highest position and on a level with K, so that it is not seen in the drawings. The wings of the wheel in this position are an inch or two above the bottom of the hull.

The draw-ings are made on a scale of about half an inch to the foot, although not precisely in that proportion in all of the details; but are nearly so and sufficient to enable a mechanic skilled in the art to construct, apply, and use my invention. I do not intend to confine myself to these precise proportions;

but will vary therefrom if from further eX-l perience it shall be deemed proper.

In using the expression lower half of the stern, I do notwish to be understood as limiting myself to the precise central line as between an upper and lower half, but in a rela.- tive sense to signify a lower part or section, be the same more or less than half.

In using the term iron stern-section, I Wish to include as L part thereof the oblong oval cap A.

That I claim as my invention, and desire to secure by Letters Patent, is*

So forming` the recesses in the plates that they may protect the propeller and give direction to the current of Water moved by the propeller-` substantially as herein set forth.

GEORGE IV. SWARTZ.

Witnesses:

E, B. FoRBUsH, A. S. SWARTZ. 

